DE102004021373A1 - Method for operating an exhaust gas treatment device - Google Patents

Method for operating an exhaust gas treatment device Download PDF

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Publication number
DE102004021373A1
DE102004021373A1 DE200410021373 DE102004021373A DE102004021373A1 DE 102004021373 A1 DE102004021373 A1 DE 102004021373A1 DE 200410021373 DE200410021373 DE 200410021373 DE 102004021373 A DE102004021373 A DE 102004021373A DE 102004021373 A1 DE102004021373 A1 DE 102004021373A1
Authority
DE
Germany
Prior art keywords
internal combustion
combustion engine
mode change
signal
timer
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
DE200410021373
Other languages
German (de)
Inventor
Michael Kolitsch
Andreas Pfaeffle
Andreas Schaffrath
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to DE200410021373 priority Critical patent/DE102004021373A1/en
Publication of DE102004021373A1 publication Critical patent/DE102004021373A1/en
Ceased legal-status Critical Current

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/3011Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3064Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/021Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/023Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/021Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/04Introducing corrections for particular operating conditions
    • F02D41/12Introducing corrections for particular operating conditions for deceleration
    • F02D41/123Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/675Engine controlled by transmission
    • Y10T477/68Transmission setting contingent

Abstract

A method is proposed for operating an exhaust gas treatment device (24) of an internal combustion engine (10), in which a change of operating mode of the internal combustion engine (10) is carried out as a function of a parameter (Mfa, mE, Clt, N, v). In a mode change request (48), a timer (t) is started. During the time defined by the timer (t), it is decided on the basis of an evaluation of at least one parameter (Mfa, mE, Clt, N, v) whether the mode change can be performed. If this is the case, the mode change is performed immediately. If this is not the case, the mode change is carried out at the latest at the expiration of the time specified by the timer (t). DOLLAR A The method according to the invention ensures that a driver of a motor vehicle, in which the internal combustion engine (10) is provided as a drive, does not notice a torque jump of the internal combustion engine (10) that may occur during a mode change.

Description

  • The The invention is based on a method for operating an exhaust gas treatment device the genus of the independent Claim.
  • From the DE 100 56016 A1 a generic method has become known, in which, depending on a characteristic of an exhaust gas treatment device regeneration is initiated. The temperature of the exhaust gas treatment device during the regeneration depends on the one hand on the state of the exhaust gas treatment device and on the other hand on the operating state of the internal combustion engine. The regeneration of the exhaust treatment device is performed, for example, by introducing unburned fuel into the exhaust passage of the internal combustion engine. The fuel reacts exothermically in an oxidation catalyst. The heated exhaust gases heat the exhaust treatment device to the start temperature required for regeneration. The regeneration is divided into two phases. In the first phase, the amount of unburned fuel in the exhaust gas increases over time. In the second phase, the amount of unburned fuel is kept at least approximately constant. With this measure, on the one hand it is achieved that the temperature of the exhaust gas treatment device increases according to a predetermined function, ie not quickly and not too slowly. On the other hand, an optionally occurring torque jump of the internal combustion engine during the change of the operating mode from normal operation to regeneration is reduced to such an extent that it is no longer noticed by a driver of a motor vehicle in which the internal combustion engine serves as a drive.
  • From the DE 100 56 034 A1 For example, there has been known a method of operating an exhaust treatment device, in which regeneration of the exhaust treatment device is performed depending on the operating state of the internal combustion engine. The loading state of the exhaust gas treatment device with an exhaust gas component is detected and compared with a predetermined threshold, which is changed depending on the operating state of the internal combustion engine. If appropriate conditions exist, the exhaust treatment device is prematurely regenerated before reaching a permissible load condition. The state of the internal combustion engine can equally be considered at the completion of the regeneration. If the operating state of the internal combustion engine becomes unfavorable during the regeneration, the regeneration is stopped.
  • Of the Invention is based on the object, a method for operating specify an exhaust treatment device, in which an optionally occurring torque jump of the internal combustion engine by a driver the motor vehicle as possible not noticed.
  • The Task by the independent Claim specified features solved.
  • Advantages of invention
  • The inventive method for operating an exhaust treatment device of an internal combustion engine assumes that a mode change of the internal combustion engine dependent on made by a parameter becomes. A mode change request becomes a timer started. On the basis of an evaluation of at least one parameter during the Time determined by the timer is constantly decided whether the Mode change performed can be. The operating mode change is carried out immediately, if this is the case. The change of operating mode is, however, at the latest at the expiration of the time specified by the timer.
  • at the exhaust treatment device may be, for example, a Storage catalyst and / or a particulate filter act. Save both components an exhaust gas component. From time to time a regeneration must take place. Such regeneration is currently at a compared to the Normal operation increased Operating temperature. A temperature increase For example, by introducing unburned fuel be achieved in the exhaust duct, which there exothermic reaction. Favorable Way, the unburned fuel is through a change the internal combustion engine control provided within the engine. A different possibility sees a targeted deterioration of the efficiency of the internal combustion engine before, so that the exhaust gas temperature rises. The internal engine measures to lead to a torque jump of the internal combustion engine, of a Driver of a motor vehicle, in which the internal combustion engine as Drive is provided, it is noticed.
  • The inventive approach allows the implementation the mode change without the possibly occurring Torque jump is noticed by the driver.
  • The at least one parameter reflects an operating state of the internal combustion engine or of a motor vehicle, from the evaluation of which a state can be determined which is based on an tion of the operating state of the internal combustion engine or the driving condition of the motor vehicle can be closed. Such a change, which is generally desired or noticed by the driver, may additionally be used to perform the mode change.
  • The inventive approach sure that the requested change of operating mode is latest is performed after the time specified by the timer in each case.
  • advantageous Further developments and embodiments of the procedure according to the invention arise from dependent Claims.
  • A Embodiment provides that a signal is provided as a parameter, which characterizes a fuel cut of the internal combustion engine. A such signal is, for example, a torque command value, which in dependence set from a position of an accelerator pedal of the motor vehicle becomes. If no torque is requested, if necessary a fuel cut can be made, in which the fuel supply to the cylinders of the internal combustion engine prevented or at least is significantly reduced.
  • A Embodiment provides that the characteristic a gear change in one characterized the transmission associated with the internal combustion engine. At a Automatic transmission is a traction signal available that a separation of the drive train signals.
  • A Embodiment provides that the characteristic one above a predetermined Threshold lying load during characterized the internal combustion engine. At a high load of Internal combustion engine generally enters a high exhaust gas temperature so that a mode change from a normal operation to a regeneration with increased Exhaust gas temperature possibly with only a small intervention in the engine control are performed can. The load of the internal combustion engine, for example, based an existing speed signal and a fuel signal determined become.
  • A Embodiment provides that the parameter is a change in dynamics characterized the internal combustion engine. As a signal is suitable For example, a torque setpoint or, for example, the speed. During acceleration or braking of the motor vehicle falls Mode change not on.
  • A Continuing training provides that after expiration of the timer time to be performed Mode change made according to a predetermined function becomes. For example, a ramp-shaped change of at least one control variable of the internal combustion engine is suitable.
  • For example can shift a main fuel injection toward late become. Alternatively or in addition At least one post fuel injection may be provided. Alternatively or in addition can be adjusted to close a throttle valve. alternative or additionally a charge pressure can be lowered.
  • Further advantageous developments and refinements of the method according to the invention for operating an exhaust treatment device of an internal combustion engine arise from other dependent claims and from the description below.
  • drawing
  • 1 shows a technical environment in which a method according to the invention runs and 2 shows a flowchart of the process.
  • 1 shows an internal combustion engine 10 , in the intake channel 11 an air sensor 12 , a throttle 13 as well as a boost pressure sensor 14 are arranged.
  • In an exhaust duct 20 the internal combustion engine 10 is a catalyst 21 , a particle filter 22 and a loading pressure sensor 23 arranged. The catalyst 21 and the particulate filter 22 form an exhaust treatment device 24 ,
  • The internal combustion engine 10 stands with a gearbox 30 in connection with that a control 35 supplies a transmission control signal GS.
  • The air sensor 12 represents the controller 35 an air signal msL, the boost pressure sensor 14 a boost signal pLD, the internal combustion engine 10 a speed N, the transmission 30 a traction signal Clt and the load pressure sensor 23 a charge pressure signal pPF available.
  • The controller 35 Furthermore, a torque setpoint Mfa and a speed signal v are supplied.
  • The control 35 gives to one of the internal combustion engine 10 associated fuel supply device 40 a fuel signal mE and to the throttle 13 a throttle valve signal from DK.
  • The control 35 contains a signal evaluation 45 and a timer t which has an operation species change request 46 is supplied. The signal evaluation 45 indicates a mode changeover 47 a mode change enable signal 48 and the timer t a timing signal 49 from.
  • The mode switchover 47 contains a mode change control 50 , The mode switchover 47 represents a mode change signal 51 ready.
  • 2 shows a sequence of the method according to the invention.
  • In a first query 60 it is checked if a mode change request 46 is present. If not, the first query will be 60 carried out again. If this is the case, in a first function block 61 the timer t started. Furthermore, in a second query 62 checks if the mode change enable signal 48 is present. If this is the case, in a second function block 63 the mode change by providing the mode change signal 51 immediately performed. If this is not the case, in a third query 64 Check if the timing signal 49 is present. If this is the case, in a third function block 65 a mode change performed with a predetermined transition. If this is not the case, the second query 62 jumps back.
  • The method according to the invention works as follows:
    The control 35 sets the fuel signal mE at least as a function of the torque setpoint value in the Mfa, which depends on a position of a non-illustrated accelerator pedal of a motor vehicle. Optionally, in addition to the air sensor 12 provided air signal msL and / or the rotational speed N of the internal combustion engine 10 and or that of the boost pressure sensor 14 provided boost pressure signal pLD be considered.
  • That of the internal combustion engine 10 Provided torque is provided via the gear 30 a drive not shown in detail of a motor vehicle available.
  • The at least one exhaust duct 20 the internal combustion engine 10 Guided exhaust gas is emitted from the exhaust treatment device 24 cleaned of at least one undesirable exhaust gas component. The exhaust treatment device 24 contains, for example, at least one catalyst 21 and / or a particulate filter 22 , Unless the catalyst 21 is designed as a storage catalyst, regeneration is required from time to time. The particle filter 22 must also be regenerated depending on the load condition.
  • The loading state of the storage catalyst can, for example, based on a model of the catalyst 21 and measured or calculated characteristics of the exhaust gas are determined. The loading condition of the particulate filter 22 can also be determined based on measured or calculated characteristics of the exhaust gas. Alternatively or additionally, the loading state of the particulate filter can be determined on the basis of the loading pressure signal pPF, that of the loading pressure sensor 23 provides. The loading pressure sensor 23 preferably detects at least the direction of flow in front of the particle filter 22 occurring exhaust gas pressure. If the loading pressure sensor 23 is not designed as a differential pressure sensor, the downstream of the particulate filter in the flow direction 22 occurring exhaust pressure to be calculated at least approximately.
  • Exceeds the loading state of the catalyst 21 and / or the particulate filter 22 a predetermined threshold, a regeneration must be initiated. In the same way, the end of the regeneration can be determined. In both cases, the mode change request occurs 46 on.
  • In the illustrated embodiment, it is assumed that the regeneration by an intervention in the control of the internal combustion engine 10 is carried out. In this case, a torque jump of the internal combustion engine 10 occur. The alternative approach, the introduction of at least one reagent directly into the exhaust passage 20 is possible in principle, but will not be considered further below.
  • In the first query 60 it is checked if the mode change request 46 is present. If not, the first query will be 60 carried out again. If so, then according to the first functional block 61 the timer t started. The mode change request 46 will continue the signal evaluation 45 fed.
  • The signal evaluation 45 evaluates a characteristic that is a conclusion on the operating condition of the internal combustion engine 10 and / or on the driving condition of a motor vehicle, that of the internal combustion engine 10 is driven.
  • A first parameter is, for example, an overrun fuel cutoff of the internal combustion engine 10 in which a fuel supply to the individual cylinders of the internal combustion engine 10 completely or almost completely prevented. A suitable signal for detecting the fuel cut is, for example, the fuel signal mE and / or the torque setpoint Mfa. The signal evaluation 45 checks whether the torque setpoint Mfa and / or the fuel signal mE at least approximately Have zero value. If so, the mode change enable signal becomes 48 provided according to the second functional block 63 immediately leads to a change of operating mode.
  • The mode change enable signal 48 becomes the mode change control 47 supplied with the operating mode change signal 51 in the control of the internal combustion engine 10 intervenes. The mode change signal 51 causes, for example, with the throttle valve signal DK adjusting the throttle 13 close in the direction. Alternatively or additionally, a lowering of a charge pressure provided by a turbocharger, not shown in more detail, may be provided, that of the boost pressure sensor 14 is detected, which provides the boost signal pLD. Alternatively or additionally, via the fuel signal mE, a main fuel injection can be shifted in the direction of late. Alternatively or additionally, at least one fuel post-injection can be initiated with the fuel signal mE. If it is the internal combustion engine 10 is a spark-ignition internal combustion engine, an ignition timing can be delayed in the direction of late.
  • All measures are aimed at either directly increasing the exhaust gas temperature or at least at least one reagent, for example unburned fuel, into the exhaust gas duct 20 introduced in the context of an exothermic reaction for heating either the exhaust gas or directly the exhaust gas treatment device 24 serves.
  • The signal evaluation 45 may alternatively or additionally as a parameter a gear change of the transmission 30 determine. Unless it is the transmission 30 is an automatic transmission, the traction signal Clt is immediately available. If it is a manual transmission, the traction signal Clt must be provided separately. For example, a coupling signal can be used.
  • The signal evaluation 45 may alternatively or additionally as a parameter, the load state of the internal combustion engine 10 and check whether an upper limit of the load condition is exceeded. The load condition of the internal combustion engine 10 can be determined, for example, from the fuel signal mE and the rotational speed N. Optionally, in addition, in the transmission 30 inlaid gear can be considered. If appropriate, the driving speed v can continue to be taken into account. When taking into account this parameter, it is assumed that, in the case of a high load state, for example full load, a comparatively high exhaust gas temperature is present anyway, so that the mode change does not result in a significant torque jump of the internal combustion engine 10 will result and can be done immediately.
  • The signal evaluation 45 may alternatively or additionally as a parameter recognition of a dynamic operation of the internal combustion engine 10 or in total of the motor vehicle. For example, a change in the torque setpoint Mfa can be provided. A rise time or a differential quotient can be determined. The differential quotient can be approximated in practice by at least one difference quotient. Preferably, the speed v of the motor vehicle is additionally taken into account in this embodiment. The speed v or possibly additional consideration of the engaged gear can be used to suppress the mode change, since at a high speed v and comparatively low load reduced dynamics of the drive train is present in which a torque jump of the internal combustion engine 10 clearly noticeable.
  • Another parameter for determining the dynamics is the rotational speed N and / or the driving speed v. The signal evaluation 45 preferably determines the gradient by at least one calculation of a difference quotient.
  • If at least one of the conditions is met, in the second query 62 found that the mode change enable signal 48 is present, which leads directly to the operating mode change. If the mode change enable signal 48 is not present in the third query 64 Check if the timing signal 49 of the timer t is present. If this is not the case, in the second query 62 Furthermore, the existence of suitable states for immediate change of operating mode is checked. If in the third query 64 the presence of the timing signal 49 is determined takes place according to the third function block 65 the mode change with a given course.
  • The timer t gives the timing signal 49 when the timer t has expired. The time will vary depending on the urgency of regeneration of the exhaust treatment device 24 established. If the regeneration realized as a catalyst storage catalyst 21 the time can be in the range of seconds. Provided the regeneration of the particulate filter 22 is provided, the time may be in the minutes range.
  • The time course of the operating mode change is from that in the operating mode changeover 47 included operating mode change control 50 predetermined. The operating mode change is carried out smoothly. The mode change control 50 For example, provides a ramp transition from one to the other mode. For example, a linear or a parabolic function course can be specified. The aim of the measure is an optionally occurring change in the torque of the internal combustion engine 10 distributed to a time range of for example a few seconds, so that the driver of the motor vehicle even in unfavorable operating conditions of the internal combustion engine 10 or a total of the motor vehicle does not notice the mode change.

Claims (9)

  1. Method for operating an exhaust gas treatment device ( 24 ) an internal combustion engine ( 10 ), in which a mode change of the internal combustion engine ( 10 ) is performed as a function of a parameter (Mfa, mE, Clt, N, v), characterized in that a timer (t) is started during a mode change request and that based on a rating of at least one parameter (Mfa, mE, Clt , N, v) during the time specified by the timer (t) is continuously decided whether the mode change can be performed, the mode change is performed immediately, if so, and that the mode change at the latest at the expiration of the timer (t ) time is performed.
  2. A method according to claim 1, characterized in that a signal (Mfa, mE) is provided as the characteristic, which is a fuel cut of the internal combustion engine ( 10 Characterized.
  3. A method according to claim 1, characterized in that a signal (Clt) is provided as a characteristic, the a gear change of the internal combustion engine ( 10 ) associated transmission ( 30 Characterized.
  4. A method according to claim 1, characterized in that a signal (mE, N, Clt, v) is provided as a characteristic, which is a load state of the internal combustion engine ( 10 Characterized.
  5. A method according to claim 1, characterized in that a signal (Mfa, N, v) is provided as a characteristic, the dynamics of the internal combustion engine ( 10 ) and / or a motor vehicle.
  6. A method according to claim 1, characterized in that with the mode change, a regeneration of the exhaust gas treatment device ( 24 ) is started or stopped.
  7. Method according to claim 1, characterized in that that after the time specified by the timer (t) has elapsed, the mode change to be carried out with a given transition is made.
  8. Method according to claim 7, characterized in that that as a transition a ramped or parabolic Function is provided.
  9. A method according to claim 1, characterized in that with the mode change, a main fuel injection is shifted late and / or that at least one fuel post-injection is provided and / or that a throttle valve ( 13 ) is moved in the direction of closing and / or that a boost pressure is lowered.
DE200410021373 2004-04-30 2004-04-30 Method for operating an exhaust gas treatment device Ceased DE102004021373A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE200410021373 DE102004021373A1 (en) 2004-04-30 2004-04-30 Method for operating an exhaust gas treatment device

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE200410021373 DE102004021373A1 (en) 2004-04-30 2004-04-30 Method for operating an exhaust gas treatment device
US11/045,175 US20050245352A1 (en) 2004-04-30 2005-01-27 Method for operating an axhaust gas treatment device
JP2005106128A JP2005315253A (en) 2004-04-30 2005-04-01 Operating method for exhaust gas treatment device of internal combustion engine
FR0551088A FR2869645B1 (en) 2004-04-30 2005-04-27 Method for managing an exhaust gas treatment device

Publications (1)

Publication Number Publication Date
DE102004021373A1 true DE102004021373A1 (en) 2005-11-17

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DE200410021373 Ceased DE102004021373A1 (en) 2004-04-30 2004-04-30 Method for operating an exhaust gas treatment device

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US (1) US20050245352A1 (en)
JP (1) JP2005315253A (en)
DE (1) DE102004021373A1 (en)
FR (1) FR2869645B1 (en)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
DE102006061569A1 (en) 2006-12-27 2008-07-03 Robert Bosch Gmbh Exhaust gas purification device regenerating method for use in motor vehicle, involves regenerating purification device based on measure for loading condition, where introduction of regeneration depends on signal from speed-control device

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JP3440654B2 (en) * 1994-11-25 2003-08-25 トヨタ自動車株式会社 Exhaust gas purification device
DE69625823T2 (en) * 1995-10-30 2003-09-04 Toyota Motor Co Ltd Exhaust control device for internal combustion engine
JP3264226B2 (en) * 1997-08-25 2002-03-11 トヨタ自動車株式会社 Exhaust gas purification device for internal combustion engine
DE10007048A1 (en) * 2000-02-17 2001-08-23 Volkswagen Ag Determining need for regeneration of nitrogen oxide storage catalyser involves taking power into account, internal combustion engine power, remaining oxides of nitrogen storage capacity
US6370868B1 (en) * 2000-04-04 2002-04-16 Ford Global Technologies, Inc. Method and system for purge cycle management of a lean NOx trap
FR2816357B1 (en) * 2000-11-03 2003-02-07 Peugeot Citroen Automobiles Sa Assistance system for the regeneration of a particle filter integrated in an exhaust system of a vehicle diesel engine
JP3695397B2 (en) * 2001-04-10 2005-09-14 トヨタ自動車株式会社 Exhaust gas purification device for internal combustion engine
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JP4042399B2 (en) * 2001-12-12 2008-02-06 三菱自動車工業株式会社 Exhaust purification device
US6922986B2 (en) * 2001-12-14 2005-08-02 General Motors Corporation Catalytic converter early light off using cylinder deactivation
JP3823923B2 (en) * 2003-01-16 2006-09-20 日産自動車株式会社 Exhaust purification device

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Publication number Priority date Publication date Assignee Title
DE102006061569A1 (en) 2006-12-27 2008-07-03 Robert Bosch Gmbh Exhaust gas purification device regenerating method for use in motor vehicle, involves regenerating purification device based on measure for loading condition, where introduction of regeneration depends on signal from speed-control device

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Publication number Publication date
US20050245352A1 (en) 2005-11-03
FR2869645A1 (en) 2005-11-04
JP2005315253A (en) 2005-11-10
FR2869645B1 (en) 2006-10-20

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Effective date: 20130717